Railway-traffic-controlling apparatus



C. S. SNAVELY RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 6, 1927 Aug. 7, 1928.

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NNN SEW Patented` Aug. 7, 1928.

Y .uNiTED STATES CLARENCE S. SNAVELY, OIEv PITTSBURGH, PIEJNTN"KSYLVANIA,l ASSIGNOR TO THE UN ION ik SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA,KA CORPORATION OF PENNSYLVANIA.

PATENT oFF1cEA RAILWAY-TRAFFIC-coNTRoLLiNG APPARATUS.-

-nppiication ined January s, 1927. serial No. 159,390.

My invention relatesto railway traiiic controlling apparatus, andparticularly to apparatus of the type comprising train carried governing means controlled by energy trallie normally moves in the direction indicated by the arrow. The rails are divided,

.by means of insulated joints 2, to form ak plurality of track sections, only one oi which, A-B, is shown in t-he drawing. A trackway signal S is located adjacent point B and is controlled in accordance with'tra'ffic conditions in advance of this point byy means forming no part of'my present-1nveiition andV omitted from the drawing for vthey sake of simplicity. This signal may be of any suitable form and is here shown as a semaphore signal capableof displayinga cautioina proceed or astop indication. As-

Y sociated with signal S is a circuit controller D comprising a movable lever 3 arranged to swing into engagement with contacts/l, 5 or 6, according as signal S indicates proceed, caution or stop, respectively.

Train controlling rcurrent is at times sup-- plied to the rails of section A-B by a track transformer T. Primary? of this. transformer is constantly supplied withalternating current from secondary 9 otra line transformer L, the primary 10-of which is supplied with alternating' current from an therefore operates intermittently, but due to alternator lM. y 1

Associated withtransfori'ner T is a slowreleasing relay R. This relay is connected directly with secondaiyt) of transformer L overy its own back contact 11'.l The relay the slow releasing characteristics of the relay the front contact 12-12"-` 'is closed for a longer interval of time than back contact 12--12b during each complete cycle of operation ofthe relay. To state the matter in another way, the front contact. 12`12a is closed .for a greater proportion ofa given interval of time than is back contact 12e-1.21.

'The supply of train controlling current to the rails of section A-B by secondary 8 of transformer T is controlled by circuit con# troller D. The'left-hand terminal of secnected lwith rail 1a of section AHB. When signal S indicates proceed thepright-hand termin-alot secondary S of transformer T is connected, through contact 3 4 ofcircuit controller 'D' and front contact 12-12V of relay R, with lrail 1 of section A-B.` When -ondary 8 of transformerT is constantly con-y signal S indicates caution, the' right-hand Y,

terminal of' secondary 8 of transformer Ty is connected with rail lo'f section A-B over'y Contact 3;-5 of circuit controller D and back contact 12-12b of relay R; It will be seen, therefore, that train controllingcurrent is supplied to the rails of the section over a front contact or a back' contact of rela R 'according as signal S indicates procee l or cautiom'respectively. `Relay R'operates intermittently however as has Vbeen explained y of the circuits just. described is closed, cur rent is supplied to .the rails of section A-B 'hereinbet'oie It follows that-when either in the form of code impulse combinations V made up of impulses of energy separated by ltime intervals. The relative proportions of a given interval of time .that alternating current is supplied to the track rails for the :code impulse combinations `cori'espoii ;lii1g to the proceed and caution indicationsof signal S, maybe regulated by properly designing the relay R. For example, I will assume that a complete cycle of operations of relay R occupies 'one secondl and that front contact l2-12a'is closed for 2/3 of a secondand back Contact 12-12b is closed yfor 1A; of a second duringxea'ch vsuch complete c cle.

When signal S' indicates proceed, there ore, code impulse combinations are supplied to the trackway according to theproceed code l y which ycomprises impulses of energy each lasting for 2/3 of a ksecond and separated by time intervals of 1A, of Va second.,l When signal S :indicates cautionhowevei, code impulsecombinations are supplied to the trackway according to the caution lcode whicl;

Vwill be described in detail hereinafter.

2. reve comprises impulses of energy 'of 1A, oit a second duration separated by tiine intervals ot oi a second.

l/Vhen signal S displays a stop indication, the right-hand terminal of secondary 8 or' transformer T is connected directly with rail 1 o itsection rv-B over contact SMG ci' circuit controller D. Under these conditions, alternating current is supplied to the rails ot' section iii-B without interruption.

rii`he reference character V designates a train which is provided with receiving apparatus referred to in general by the reterence character 13V. ri'his receiving apparatus 'comprises two4 ina'netizable cores 13 and 13L disposed above the two` track rails 1 and 1 respectively, and located .in advance of the forward axle of theV train. lGore' 18 carries 'a winding 1d and core 13*L is provided with a similar winding 1li, the two windings 14 and 1&1 being connected in in such manner that the 'voltages induced therein by alternating currents flowing in opposite directions in the two track rails at an instant are additive. The windings 14 and 14a are'vconnected through a suitable amplifier 15 and a rectiiier L16 with a direct current relay J. It follows that when alternating current is being supplied to the rails oi t-ho section occupied by the train, relay J is energized, and that when this supply ot current is interrupted relay J becomes (le-energized.

Relay J controls a polarized relay K compris a core made up ot' a back strap 16 and two legs 17 and 19. The relay also comprises a polarized arm 18 which is supplied with unidirectional magnetic tluX. The arin18 may be a permanent magnet, but as here shown isiprovided with a winding which is supplied with current as An armature 2O of magnetizable material is pi'voted to arm 18 and is arranged to be swung vtoward one or the other of legs 17 or 19 in accordance with the distribution of the magnetic iiuf; in 'the core oit lthe relay. T armature may be biased to a central position by means not shown in the drawing. peratively connected with the arma ture 29 is a movable contact finger 21 adapted to close contact 21-21? or 21--21b ac cording as the armature is swung toward the leg 19 or leg 17, respectively. 17 of relay K is provided with a windingl 27 .and leg 19 is provided with similar wind ing 25, windings and 27 being connected in series in such manner that when Vcurrent is supplied to these windings the magnetic fluxes created in the core traverse a magnetic path 'through leg 17, baclr strap 1G, leg

' 19. and armature 2O in the saine direction.

W'hen relay J is energif/edv` current flows 'from a suitable source of direct current sucli as a battery P through wire 22, front contact wire 26, winding 27, wire 28, primary 29 or a transformer (l, wires 31 and 32, iront contact of relay J, wire 3l, winding and wires 37, 88 and 39, back to vbattery l?. l/Jlien this circuit is closed the flux magnetic circuitl including leg 17, loack'strapv 15, arm 18, and armature 20. l

When relay J 'is cle-energized, current i'lows from battery P, through wire 22,- baci:r contact 29 ot' transformer C, wire 28, winding 27, wire 26, winding 25, wire 211, back Contact 8" "i relay J, wire Sil, winding and wires 86, 3:37, 88 and 39, baclr to battery l). lt will be lplain that under these conditions, the direction of the current in windings 27 and 25 is reversed but that the direction of the current in winding is the same as when relay J is energized. When the circuit just traced is closed, a surge ot mag- 23 of relay J, wire 24e, winding 25,

et relay J, wires llland 81, primary.

Sfi-

etic flux is created in the core of the relay.

l which is in such directionwith respect.

il. i' f* i. te the nur; created in the core of the relay by winding 35 that the tluxes are additive in 'the circuit including leg 17, back 'strap' 16, arm 18, and armature 20 but that thesel iliixes are in opposition in the circuit fin-4 cluding arm 18, bacl strap v16, leg19, and armature 20. It follows that the intermittent operation ot' relay J due tothe caution or proceed codes in the traclrway'causes surges of magnetic Viiux in opposite direc-` tions in the core oit the relay K., 'The fluir created in relay K when relay J is energized tends tovdiaw armature 20 toward leg.

19, and the tlux which is supplied yto the relay 1i, when rclay'J is de-energized tends to draw armature 20 toward leg 17. But

when relay J is receiving the proceed code, the relay is energized ttor a greater proportion of a given interval ot time than it is cle-energized, Vso that the predoininating influence upon the armature 2O is to draw this armature toward leg 19. llVhen relay J is receiving the caution code, however, it is cle-energized for Va greater proportion of a given interval of time than it is energized and under these conditions armature l2O is drawn toward leg 17. Y

The secondary/8() oitransformer C is connected 'through a rectifier 41 with a'relayV G.`

It will be manifest that each operation of relay J reverses the direction ofthe iii'ixV created in the core of transformer C by current in winding 29 and it follows tha alternating current is created in secondary 8O of this transformer when relay J is beingoperated intermittently. The alternating lll@ iso

relay G is energized only when relay'J is.v

being operated intermittently.

The train is provided with governingv means ot any suitablevtype and .as here shown this governing means comprises three' electriclamps ,43, ,all and 45, arranged when lighted to indicate proceed, caution and stop, respectively. Lamp 423 is connected with battery l over front contact L12 L12 of relay G and contact 21m-21a of relay K.Vv

Lamp all is connected with battery P, over iront contact lQwllQaof relay G and con-v tact 21-21b of relay l. yl`he stopl lamp l5- is connected with battery Pover .back con In explainingthc operation of the` afp*- paratus as a. whole,I will first assume that signal S indicates proceed, as: shown in the drawing, so that train controlling current is being supplied Vto the trackl railsinaccm'dance with the proceed code. Relay lJ is therefore i ternately closed for intervals of of a second and of a second, respectively. It 'follows that the effect of the magnetic surges created in the core of relay' K by the curr lnewhich is supplied to windings 27 and yduring the interval ol" time that relay J is energized is predominating, andarmature 2O is 'therefore drawn toward leg 19, so that contactQ'l--Qla is closed; Furthermore, the periodically reversed current supplied Yto primary 29 ofl transformer (l cai,N f: relay G to become @energized `and closes itsy front contacts, Lamp L23 is therefore lightedto indicate proceed. y

i I will'nex assume that signal Sindicatos caution so that train controlling current is y supplied to the rails of section A-B in accordance with the caution code` Relay J is then operated intermittently, but the'back contacts of this relay .are new closed for a greater proportion et a time 'interval than are the liront contacts of this relay. The surge created in the core of relay R during thev Vfirst cle-energization of relay J VtendsV lto counter-act the flux created by winding 35 in the magnetic circuit including leg. 19, and also tends to buildup the iuX in the circuit including leg 17. rIt may happen that the surge ot flux supplied during the first cle-energization of relay J is not suliicient to cause the'fluX through leg 17 to piedon'iinatel suliiciently over the flux through leg 19 to reverse armature 20. But each successive de-energization of relay J causes an increasing proportion ot' flux to llow tlnfough leg 17 and armature 2O and the action of the relay is therefore to integrate the magnetic surges in the core, anc to build up the relative average flux in leg 17 to a higher value than that in leg 19.

intermillentlyV operated so that its iroit' contacts and baci; rcontacts arefalhen the, relative averageflux in leg; 17 predoininates over that in leg 19 the auna@y ture 20 is reversed, swinging toward leg 17 and closing contact 21H21". Relay (l Vis of course energized so that this operation of relay K lights lamp 1l to indicate caution.

then signal S indicates stop-,uninterrupted alternating current is supplied lto the rails of section A-B, and relay J is continuously energized. Under these conditions, the armature 20 of relayl( will rcmain in the'position/towhich it was last moved, but relay Gr. will befde-energized and lamp 45 will be lighted. Furthermore, shouldr the supplyotl alternating current to the rails for any reason beinterrupted or vshould. relay J Ybecome de-energized for any other reason, relay@ willalso become deenergized Vand the stop lamp /l will be lighted. It should also be pointed out that relay J Willpreventihe supplyof current tor relay G rand allow this relay to become deenergized tordisplay a stop indication on board the train. Une teature .of my invention is vthe provision vot apparatus which is responsive t0 the relative average values ol" the code impulses'which comprises the train controlling current. VIn casey ot any variation in the ahsolutelengths of these impulses, or of thek so l - anyfbreak in the circuit including windings '27 and 25, or any defect 'in the contacts of time intervals separating successive im- 'y pulses, the onlyV effect upon the operation of relay K is that a longer'time interval might be vrequired upon a change from onel code to another' before the integrating action ot the relay could build up a suiiieiently predeminating ViiuX through one leg to reve theL armature. In the particular embodiment-.of my invention here shown, the relays J and Gr are both direct current relays supplied with energy through rectiiiers, but thisparticular arrangement is' not essential.

Although I have herein shown andl described only .one lorm .elt railway tral'l'ic controlling apparatus embodying my inve'E tion, it is understood that various chan and modifications may bemade therein wir i. in the scope of. theV appended claims with- Uhr out departingfrom the spirit and scope of`- my invention.

Having thus described my invention, what I claim is:

1. In combination, a. relay comprising a core having a first magnetic circuit, a magnetized member on the core forming a part of two other magnetic cnfcuits, means 'tor Ycreating in the lirst magnetic circuit altercore having two magnetic circuits, means .for supplying uni-directional flux to both saidfcircuits, means Ytor creating in the two circuits alternately reversed surges of magnetic flux ounequal lengths, and a movable member responsive to the relative average values of the fluxes in the two circuits.

3. in combinatioi'i, a relay comprising` a Core having' two magnetic circuits, means for supplying` unidirectional flux to both said circuits, means for creating in the two circuits alterna't-ely'reversed surges of magnetic flux of unequal lengths, a movable member responsive to the relative average values ol the fluxes in the two circuits, a second rela'y energized only when such surges are beine' supplied to the first relay, anc governing means controlled by the movable member and by the second relay.

a. In combination, two magnetic circuits supplied with uni-directional flux, means for creating in the two circuits alternately reversed surges oit magnetic flux of unequal lengths, means for varying` the relative lengths oit' the surges to vary the distribution oi" the fluxes in the two circuits, and a movable member responsive to the relative average values of the fluxes in the two circuits.

5. in combination, a relay comprising a core having two magnetic circuits, means for supplying uni-directional flux to both said circuits, means for creating` in the two circuits alternately reversed surges of magnetic flux oit unequal lengths, and a movable member controlled jointly by the fluxes in said two circuits.

6, Railway traffic kcontrolling apparatus comprisingtrain carried relay, means located partly in the traclrway for energizing the relay in such manner that the periods nevar/95 of energization and de-energizati'on of the relay occupy different proportions cfa given interval of time, a core having two magnetic circuits each including a magnetized. membei', means controlled by the relay for creating` in said two circuits alternately reversed surges oit magnetic flux, and a movable member controlled jointly by the fluxes vin said two circuits.

7. Rail-way traflic controlling apparatus comprising` a train carried core having two magnetic circuits, means for supplying` unidirectional flux to both'said circuits, means located partly in the traclrway for creating inV said two circuits alternately reversed surges of magnetic flux ofl unequal lengths, a movable member controlled jointly by the fluxes in said two circuits, and governing means controlled by said member.

8. Railway traflic cont 1ling aymaratus comprising means tor supplying the trackway with interrupted alternating current in such manner that current flows in the trackway for different proportions of-a given interval et time, a first tra-n carried relay responsive to such current in the traclway, a transformer having a secondary anda primary, a second relay receivingv energy from said secondary, a core comprising' two magnetic circuits, and two windings, one on each magnetic circuit; an electrical circuit including` a source of energy, the primary of the transformer, a pole-changing contacts on the first relay, and said two windings; a movable member controlled jointly by the fluxes in said two magnetic circuits, and governing means controlled by the second relay and by the movable member.

In testimony whereof I aflix my signature.

cti-runnen' s. snavntv. 

